Engine regulating system



Aug. 28, 1951 J. D. GLEITZ 2,566,188

ENGINE REGULATING SYSTEM Filed Sept. 1, 1944 2 Sheets-Sheet 1 0 x.) Q U FIG-1 INVENTOR. JER one D. GLEITZ A TrdR/V E Y g- 28, 1951 J. D. GLEITZ ENGINE REGULATING SYSTEM 2 Sheets-Sheet 2 Filed Sept. 1, 1944 INVENTOR. EI? OME 0. 6L 5 12 A rragA/'y Patented Aug. 28, 951

UNITED STATES PATENT OFFICE 2,566,188 ENGINE REGULATIHNG SYSTEM Jerome D. Gleitz, Euclid, Ohio, assignor to The Marquette Metal Products :flompany Cleveland, .Ohio, a corporation of Ohio l i Q Application September 1, 1944., Serial No. 552335 4 Claims. (01. 123-440) The principalobject of this invention is to provide a simplegpractical, self-contained; hydraulically acting; control systemand mechanisin useful for examnem the positioning of fuel regulatingelements of internal combustion engines of the type in which fuel is metered or supplied individually to the different cylinders.

The above indicates the general object; 1 i A further object is to provide a diesel engine injector control system and mechanism wherein each individual iniector pump or its operating mechanism is actuated by positively" acting force to regulate the amount of fuel pumped upon each injecting cycle without requirement of heavymechanical connecting members and the like which often cause cdfisiderable trouble and are likely to resultin" derangement of theengine in case any of the injectors refuses to move.

A further objeetis to provide a diesel engine injector control which the individual injecent from the followingspecification with particu-' lar reference to the accompanyingdra'wings.

In the drawings: t

Fig. l is a. schematic viewshowin'g the system as applied to a multiple cylinder diesel engine, four units thereof only. (four. cylinders) being shown; Fig. 2 is a similar view showing gen-' erally the same arrangement but with a modified fluid distributionsystem for the injector adjust.- ing servomotors, and Fig; 3 is a view similarto Fig. 2 showinga further modified fiuid distributorsystem. is.

The embodiment, f the present invention shown and described is for diesel engine regu; lation. Applicability to other practical uses will be apparent and areto b'e considered as coming within the scope of this invention.

Referring further to the drawings, Fig. 1

shows a governor mechanism, the case or body of which is indicated at :I The ga'vr or'exee t for" .the compensation-effecting servomotor A showr'i at the right, is essentiallypne of the standard types of governorscurrently manuraatur aby the assignee of this application. The arrange; merit of parts of thegavn r' are given niainly'by way of illustrating a suitable hydraulic relay g "terrier dapted to serve in. con unction. the preseiirsysten.

The governor mechanism as showhschematically in Fig; 1' comprises a fluid pump. 2 conneeted to the engine" to beserved for operation by the engine, saidpump operatingthrouglra" reversible non return valve system including ball elements 3in suitable chambers to draw fluid from a governor sump 4 and deliver it into a receiving cylinder 5 of a hydraulic accumulator formed, for example; by a spring biased piston 8 operating in the cylinder, and arranged to maintain constant pressure in the cylinder by virtue of-a vent 1 inthe cylinder wall leading to the sump- 4. l

Constant pressure maintained in the cylinder 5 iscOnducted througha'; passage 8 to and pasta pilot valve bore'9 ir which a valve plung er operates. The pilot valve plunger ID" has a lower land ll controlling'afport [2 leading from the constant pressure'li'ne 8to' anupper portion l3 of the valvebore'whenever the low'e'rland I I 0f the pilot valve plunger is moved downwardly out of the normal position in which it" is shown.

The constant pressure line 8* communicates with a space designated P a cylinder bore ll of the" compensation-actuating" servomotor A adjacent a relatively smaller area portion or side of a pis tion l5 in sealingcontact with the cylinder wall: The constant pres'sureagainst the lower face of the piston l5 obviously tends to'raise the piston; The pilot valve bore portion l3communicates l through a passage 16 with the'upper end portion R of the servomotorcylinder I4,- and whe'ncon stant pressure'is admitted by the pilot valve to the passage I 6, the servomotor piston'15 is moved downwardly by reason orthe'diiferenc'e in area:

of the upper and lower side of the piston; The

w on an upper end portion oft piston. has a trunk portion I1 slidable in a;- counterbore l8 which is vented to:sump as at IS. The servomotor A'ris the preferred means of effecting stabilizationoi speed of the engine co'nbefde-j scribed later herein: r l The pilotvalve plunger Ill has anupper land 20 which normally blocks the valve bore 9zabove. the entrance therefrom'to theipa's'sage I6, and when the pilot valve ismoved upwardly from: the position in whichshown egress ofconstant pressure fluid from thepas'sage IE to sump is" enabledthrough a lateralpassage 21 normally closed by said upper land. l r Thepil'it-valvefiscontrolled b'ya'spee norball'hea'dfm chanisiri ir dicated gene ally at 25- and comprisingfly weights zs witri inward? extending fingers arrangedfto {bear upwardly up:

' v atant so doing-acting agaiiis'ta speeder spring 21 teas:

ing downwardly upon the pilot valve and reacting at its upper end against a speed adjustment element such for instance as a speeder plug 28 having suitable provision for adjusting it up and down in order to set the speed at which the engine is desired tooperate.

The fly weights are suitably pivoted inside the ball head and the ball head is rotated by the engine when the latter is in operation as through the intermediary of a gear 24 connected to the ball head or forming a part of it. The governor operates as usual to adjust the pilot valve plunger and thereby cause movement ofv the piston l and simultaneously movementof corresponding piston elements of each of the set of injector adjusting servomotors 34, described below.

When the pilot valve plunger H] is moved upwardly, as by increase of speed of the ball head acting through the fly .weights, pressure from above the piston I5 is discharged to the sump of the governor through the passage 2!. Such operation obtains for example whenload on the en-.

gine is decreased, resulting, in the attainment of a higher engine speed. Upon load increase the pilot valve is lowered fromvthe position in which shown by the lessened centrifugal action of the fly weights and, more directly, by the force of the speeder spring; and thereupon the lower land H of the pilot valve plunger opens the port 12 to allow constant pressure fluid to be diverted through the valve bore portion l3 and passage I6 to the larger face of the piston l5. In governors such as shown operation of a single servomotor corresponding to servomotor A would cause adjustment of the fuel injector pump plungers of the various engine cylinders through mechanism connected to all the associated control racks. The specific purpose effected by the servomotor A in conjunction with the present invention will be described later herein. H

.Referring to the hydraulic injector adjusting mechanism shown at the right in Fig. 1 the injector adjusting servomotors 34 may all be assumed to be identical, one only being shown schematically in section. The constant pressure line 8 of the governor leads as at 8a (in by-passing relation to the servomotor A) to a distributor chamber 3| which is preferably a hollow block mounted on the governor case I but which, as would be indicated by Fig. 1, may be mounted for example on the engine in spaced relation to thegovernor. From the distributor chamber 3| suitable fluid conduits or fluid lines such as shown atv 32 lead to the constant pressure spaces P of the servomotors 34. Similarly, the regulating pressure space It of the governor is connected as by a passage or conduits lBa, by-passing-the servomotor A, to a distributor chamber 35 located similarly to the distributor chamber 3| or in the same block or body therewith as desired. From the chamber 35 individual lines 36 lead to the regulating pressure spaces R of respective servomotors 34.

In the particular arrangement of injector-adjusting differential pressure operated servomotors 32 illustrated inFig. 1, the trunk portions 31 of the servomotor pistons 30, corresponding to,

the trunk portion ll of the compensation effecting servomotor A (areas of pistons l5 and 30 being equal or in proportion), extend through suitable packing such as shown at 39 for connection with the injector racks 38 as by joints 31a of any suitable type. The racks 38 mesh with pinions 40 of the respective injectors to adjust the fuel input to the engine combustion chambers or cylinders C as by turning suitable metering elements of the injectors (e. g. the injector pump plungers), between successive cycles of opera tion of the injector mechanisms.

When the governor calls for increased fuel supply to the engine the pistons 30 of the servomotors 34 are moved in the fuel on direction (e. g. to the right, Fig/l) due to admission of constant pressure from the accumulator into the regulat ing fluid duct 16 by the governor pilot valve, and proportional transfer of regulating fluid pressure into the spaces R of the servomotors 34. Decreased fuel supply to the engine cylinders results from movement of the pistons 30 of servomotors 34 to the left (Fig. l) by reverse operation of the governori. e. venting of regulating fluid to sump as previously described.

The fuel injectors of engine cylinders C can be of any suitable commercial type practically all of which as now used meter the fuel byreason of a turning'movement of the injector pum plunger by an injector control rack.

The fluid distributor lines 32 and 36 would ordinarily be of varying length as determined by the distance from the distributor chambers 3| and 35 to the respective individual injector adjusting servomotors 34 supplied thereby. To compensate for different fluid friction effects due to such varying length of the distributor lines 32 and 35, the same may, if necessary, be of difierent cross sectional area, the longer ones being the larger Alternatively individually adjustable valves 33a and 36a can be incorporated in the distributor lines, one pair for each servomotor 34.

As indicated above, the purpose of servomotor A of the governor is to effect prompt stabilization of engine speed following each load change. This stabilizing operation is generally known in speed governing as compensation. Compensation in the arrangement shown is initiated by each'movement of the piston l5, concurrently with fuel adjusting movement of pistons 30,

through a fluid pump comprising as shown a hollow fixed piston 42 slidable in sealed relation to a dead endedcylinder bore 43 in the trunk portion I! of the. piston I5. The lower end of the piston 42 communicates with a compensation adjusted by suitable fluid supply adjusting valves 22 and 23 in the associated duct portions 8 and I6. Slidable within the cylinder 45 is a receiving compensation piston 46 connected asshown' by a tension and compression coiled spring 4l anchored at its respective ends to the piston 46 and lower land portion ll of the pilot valve plunger. At some suitable point in the compensation fluid passage 44 is a restricted orifice such as 48 leading from said passage to sump. An adjusting screw 49 can be used to vary the size of the oriflce as required by varying response of different engines to stabilization or compensation. Having in mind that downward movement of 'thepis ton I5 of servomotor A occurs whenever the pilot:

valve plunger is moved downwardly by the decelerating fly balls so as to call for a fuelon or fuel increasing movement of the injector racks and that the reverse operation Of'thG piston l5- obtains when the governor calls for decreased fuel movement of the fuel racks, compensation is efiected as follows. Downward ,Inotion of; the,

fluid to the distributor chamber 35 and thence to spaces R of the servomotor 34. When the piston l moves upwardly it tends to suck fluid fromthe' passage 44" pulling the receiving compensation piston 46 downwardly thus resiliently opposing the action of the pilot valve in venting fluidfrom' the regulating fiuid passage l6 to sump. Each opposing action is temporary only since during stabilization of the engine speed thecompensating fluid is returned to sump pressure through the-restricted orifice 48': Any other compensating mechanism may be used. For exampleythe compensation fluid may be pumped directly by one of the servomotors 34 or all of the servomotors 34;r'nay be connected to a common trunk line leading to the passage 44, and in case of either modification just suggested the servomotor A could be omitted.

Referring to Fig. 2, the governor case I shown in elevation may be assumed to represent'a governor essentially the-same as that shown schematically at the left in Fig. 1, the upper portion (speeder case M) communicating with the governor sump and the lower portion la constituting thepower case of the-governor into which the usual driveshaft l'b extends to operate the pump 2. In the arrangement shown, a hollow distributor block with separated spaces 3| and is mounted on the side of thepower case of the governor and said spaces communicate with the. re-

spective constant pressure fluid and regulating fluid spaces 8 and [6, respectively, as indicated and as previously described. The injector-adjusting servomotors 50, two only of the set being shown, may be essentially identical with the servomotors 34 previously described. However, the injector-rack-operating stems 5| of the pistons 3B of servomotors 50 are connected with the large end faces of the pistons so as to project out of the cylinders through the pressure spaces R instead of the spaces P of said servomotors. The pistons have their trunk portions 3'! slidable in counterbore portions 52 of the servomotor cylinders, which counter bore portions may be connected to a common sump return line 53 shown as entering the governor sump as at 54. The common return line 53 enables any fluid which may slip past the trunk portions 31 during operation of the servomotors 50 to be returned to the governor case so as not to deplete the governor fluid supply. Individual supply lines to the different servomotors units 5|] are indicated at 55 (four shown or indicated) for the constant pressure fluid distributor chamber 3| and at 56 for the regulating fluid distributor chamber 35. The individual lines leading to the constant pressure fluid and regulating fluid spaces P and R of the servomotor units 50 may be individually controllable as by valves 55a and 56a respectively for adjusting and synchronizing the speeds of operation of the servomotors when and if necessary. The arrangement of Fig. 2 operates the same as that of Fig. 1 except that by reason of the operating stems 5| of the servomotors 50 being connected to the larger end faces of the servomotor pistons, the fuel increasing and decreasing movement of the stems and associated fuel racks is, as indicated, the reverse of that described in connection with Fig. 1. The fuel racks 38 would accordingly be placed on a different side of the pinions 4|] if the injectors 6" operated by the servomotors according to if turned in l the same direction as those according" toFig. l for increasing and decreasing fuel.

The arrangementaccording-to Fig. "3 differs from that of Fig. 2 in that-common rail-dis-= tributor lines GO andSI of adequate capacity con;- vey the fluid from the distributor chambers 3| and 35; respectively, to-all the servomotors 50, the

constant pressure fluid spaces P and regulating fluid-spaces R of the injector-adjusting servomotors 50 being-connected in parallel to the lines 60and'6l "as by relatively short branch lines 62" The branch lines may be controllable as by'valves l5 eza-ane 63d: The Fig. 3 arrangement would minimize the total length of 'fluidpipe' required-L The connections between the operating stems 5| andthe injector'racks 38; as shown in Figs. 2"

and 3Qmaycomprise ball and' yoke e1ements 65 or equivalent means for enabling the servomotor piston stemsand theracks to be slightly out of alignment" or parallelism, thus facilitating the mounting of the servomotors 34 on the engine.

, Any other suitable connections between the operating stems andtheracks may-be used such,-

for example, as will enable yielding movement of' the racks 38 in one or both directions whereby hand control for the injector racks of theen gine-may be used as for starting and/or emergency-shut-down purposes without requiring ref lease of the fluid pressure in the servomotors 34p 50 of the governor.

While in both Figs; land 2; for illustrative purposes only, the injector adjusting servomotors are'shown very much oversize in proportionto the injector plunger adjusting" pinions 40, the present system enables the individual injector rackadjusting servomotors; in a sixcylinder' en gine for example, to be about one sixth of the power capacity, hence size, of the single servomotor ordinarily used in connection with governors such as schematically shown herewith and adapted to regulate six cylinder engines through the usual heavy and more or less complicated mechanical connections.

Thus, in addition to effecting positive synchronous control of the various injectors while eliminating the necessity for heavy connecting parts, numerous joints, pivots, etc. and other power losses such as characteristic of mechanical connections and special adaptations to different types of engines, the present system greatly reduces installation costs and service difliculties.

While in the above description the manner of obtaining isochronous operation of the engine is emphasized, speed droop for paralleling adjustment of engines connected, as electrically, to a common load can be obtained for example by connecting the piston l5 of the compensation-effecting servomotor A (or one of the injector regulating servomotors 34 or 50) to suitable mech anism (not shown) for adjusting the speeder spring 21 so as automatically to slack off on said spring a slight amount in proportion to the degree of regulating servomotor movement in the fuel on direction. Any convenient arrangement may thus be used when speed droop is de sired.

It will also be apparent that the present engine control system and mechanism is adaptable to practically all types and designs of governors through appropriate modification.

I claim:

1. In the combination comprising a plurality of servomotors each adapted to operate a fuel injector of an-engine and a hydraulic relay governor having a pilot valve controlling fluid which in turn effects fuel regulating operation of the sation system operated by said piston and cyline der mechanism to force fluid into restraining relationship to the pilot valve during speed changes. r

2. An individual cylinder fuel control mechanism for internal combustion engines comprising a set of fuel regulating servomotor piston and cylinder units individually associated with the cylinders and each having a large and'a small piston area, a hydraulic relay governor for the engine having a constant pressure fluid source, said governor comprising a'pilot valveand speed responsive means connected therewith, a servomotor piston and cylinder unit on the governor having relatively large and small piston areas of approximately the same ratio as in, said set of servo-motor units, conduit meansconnected with said pressure source and continuously maintaining fluid in operating contact with all the smaller piston areas, other conduit means controlled by the pilot valve in a manner normally to maintain said constant pressure fluid trapped in operating contact with all the larger piston areas, the pilot valve beingmovable in opposite directions from an equilibrium position to replenish and vent said fluid to and from the respective areas in response to engine speed changes whereby to cause movements of the pistons in respective opposite directions solely by fluid from said source, and a compensation fluid pumping system operated by said servo-motor of the governor and automatically acting on the pilot valve to restrain each of its valving movements.

3. The mechanism according to claim 2 wherein the servo-motor of the governor has adjusting valve means arranged to control the rate of flow of replenishing and venting fluid thereto and therefrom independently of the rate of replenishing and venting of fluid to and from the engine-cylinder-associated servo-motors in consequence of pilot valve movement.

.4. The mechanism according to claim 2 where-4 in one of the set of engine-cylinder-associated servo-motors has an adjusting valve means forcontrolling the rate of flow of fluid in respect thereto independently of the rate of flow in respect to another servo-motor of said set.

JEROME D. GLEITZ.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

